WO2018216184A1 - 駐車制御方法及び駐車制御装置 - Google Patents
駐車制御方法及び駐車制御装置 Download PDFInfo
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- WO2018216184A1 WO2018216184A1 PCT/JP2017/019630 JP2017019630W WO2018216184A1 WO 2018216184 A1 WO2018216184 A1 WO 2018216184A1 JP 2017019630 W JP2017019630 W JP 2017019630W WO 2018216184 A1 WO2018216184 A1 WO 2018216184A1
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Definitions
- the present invention relates to a parking control method and a parking control device.
- Patent Document 1 A parking assist technology for stopping a vehicle when an obstacle is detected is known.
- the problem to be solved by the present invention is to continue the movement of the vehicle depending on the situation when an obstacle is detected.
- the present invention calculates a first area that can be observed by an operator outside the vehicle and a second area that cannot be observed, and determines a first degree of approach of the vehicle in the first area with respect to an obstacle.
- the said subject is solved by calculating a parking path
- parking control in the first region that can be observed by the operator, parking control can be continued even if an obstacle exists.
- FIG. 1 is a block diagram showing an example of a parking control system according to the present embodiment according to the present invention.
- FIG. 2A is a diagram for explaining a first detection method of an operator's position.
- FIG. 2B is a diagram for explaining a second detection method of the operator's position.
- FIG. 2C is a diagram for explaining a third method for detecting the position of the operator.
- FIG. 2D is a diagram for explaining a fourth method for detecting the position of the operator.
- FIG. 3A is a diagram for explaining a first obstacle detection method.
- FIG. 3B is a diagram for explaining a second obstacle detection method.
- FIG. 4A is a diagram for explaining a first calculation method for the first region and the second region (dead angle).
- FIG. 4B is a diagram for explaining a second calculation method for the first region and the second region (dead angle).
- FIG. 4C is a diagram for explaining a third calculation method for the first region and the second region (dead angle).
- FIG. 5 is a flowchart illustrating an example of a control procedure of the parking control system according to the present embodiment.
- FIG. 6 is a flowchart showing a first example of a method for setting the degree of approach to an obstacle.
- FIG. 7A is a first diagram for explaining a method for setting the degree of approach to an obstacle.
- FIG. 7B is a second diagram for explaining a method for setting the degree of approach to an obstacle.
- FIG. 7C is a third diagram for explaining a method for setting the degree of approach to an obstacle.
- FIG. 7A is a first diagram for explaining a method for setting the degree of approach to an obstacle.
- FIG. 7B is a second diagram for explaining a method for setting the degree of approach to an obstacle.
- FIG. 7D is a fourth diagram for explaining a method for setting the degree of approach to an obstacle.
- FIG. 7E is a fifth diagram for explaining a method for setting the degree of approach to an obstacle.
- FIG. 8 is a flowchart showing a method for setting the deceleration timing.
- FIG. 9A is a first diagram for explaining a method for setting the deceleration start timing.
- FIG. 9B is a second diagram for explaining a method for setting the deceleration start timing.
- FIG. 9C is a third diagram for explaining a method for setting the deceleration start timing.
- FIG. 9D is a fourth diagram for illustrating a method for setting the deceleration start timing.
- FIG. 9E is a fifth diagram for illustrating the method for setting the deceleration start timing.
- FIG. 9A is a first diagram for explaining a method for setting the deceleration start timing.
- FIG. 9B is a second diagram for explaining a method for setting the deceleration
- FIG. 10 is a flowchart showing a deceleration setting method.
- FIG. 11A is a first diagram for explaining a deceleration setting method.
- FIG. 11B is a second diagram for explaining a deceleration setting method.
- FIG. 12 is a flowchart illustrating a first example of a parking route calculation method.
- FIG. 13A is a first diagram for describing a first example of a calculation method of a parking route.
- FIG. 13B is a second diagram for explaining a first example of a parking route calculation method.
- FIG. 14 is a flowchart illustrating a second example of a parking route calculation method.
- FIG. 15A is a first diagram for describing a second example of a calculation method of a parking route.
- FIG. 15A is a first diagram for describing a second example of a calculation method of a parking route.
- FIG. 15A is a first diagram for describing a second example of a calculation method of a parking route.
- FIG. 15B is a second diagram for explaining a second example of the parking route calculation method.
- FIG. 15C is a third diagram for explaining a second example of the parking route calculation method.
- FIG. 15D is a fourth diagram for describing a second example of the parking route calculation method.
- FIG. 15E is a fifth diagram for describing a second example of the parking route calculation method.
- FIG. 16 is a flowchart illustrating a third example of a parking route calculation method.
- FIG. 17 is a diagram for explaining a third example of a parking route calculation method.
- FIG. 18 is a flowchart illustrating a fourth example of the parking route calculation method.
- FIG. 19A is a first diagram for explaining a fourth example of a parking route calculation method.
- FIG. 19A is a first diagram for explaining a fourth example of a parking route calculation method.
- FIG. 19B is a second diagram for explaining a fourth example of the parking route calculation method.
- FIG. 20 is a flowchart illustrating a fifth example of the parking route calculation method.
- FIG. 21A is a first diagram for describing a fifth example of a parking route calculation method.
- FIG. 21B is a second diagram for explaining a fifth example of the parking route calculation method.
- FIG. 21C is a third diagram for explaining a fifth example of the parking route calculation method.
- FIG. 22 is a flowchart illustrating a sixth example of the parking route calculation method.
- FIG. 23A is a first diagram for explaining a sixth example of the parking route calculation method.
- FIG. 23B is a second diagram for explaining a sixth example of the parking route calculation method.
- FIG. 23C is a diagram illustrating a presentation example of the operation position.
- the parking control device may be applied to a portable operation terminal (a device such as a smartphone or a PDA: Personal Digital Assistant) capable of exchanging information with the in-vehicle device.
- a portable operation terminal a device such as a smartphone or a PDA: Personal Digital Assistant
- the parking control method according to the present invention can be used in a parking control device described later.
- FIG. 1 is a block diagram of a parking control system 1000 having a parking control device 100 according to an embodiment of the present invention.
- the parking control system 1000 of this embodiment includes a camera 1a to 1d, a distance measuring device 2, an information server 3, an operation terminal 5, a parking control device 100, a vehicle controller 70, a drive system 40, a steering angle.
- a sensor 50 and a vehicle speed sensor 60 are provided.
- the parking control device 100 according to the present embodiment controls the operation of moving (parking) the vehicle to the parking space based on the operation command input from the operation terminal 5.
- the operation terminal 5 is a computer having a portable input function and a communication function that can be taken out of the vehicle.
- the operation terminal 5 receives an input of an operator's operation command for controlling the driving (operation) of the vehicle for parking.
- Driving includes parking (incoming and outgoing) operations.
- the operator inputs a command including an operation command for executing parking through the operation terminal 5.
- the operation command includes execution / stop of parking control, selection / change of the target parking space, selection / change of the parking route, and other information necessary for parking.
- the operator can also cause the parking control device 100 to recognize an instruction including an operation command by using the gesture of the operator without using the operation terminal 5.
- the operation terminal 5 includes a communication device and can exchange information with the parking control device 100 and the information server 3.
- the operation terminal 5 transmits an operation command input outside the vehicle to the parking control device 100 via the communication network, and causes the parking control device 100 to input the operation command.
- the operation terminal 5 communicates with the parking control device 100 using a signal including a unique identification symbol.
- the operation terminal 5 includes a display 53.
- the display 53 presents an input interface and various information. When the display 53 is a touch panel type display, it has a function of receiving an operation command.
- the operation terminal 5 receives an input of an operation command used in the parking control method of the present embodiment, and is a smartphone installed with an application for sending the operation command to the parking control device 100, a portable device such as a PDA: Personal Digital Assistant. It may be a type of device.
- the information server 3 is an information providing device provided on a communicable network.
- the information server includes a communication device 31 and a storage device 32.
- the storage device 32 includes readable map information 33, parking lot information 34, and obstacle information 35.
- the parking control device 100 and the operation terminal 5 can access the storage device 32 of the information server 3 and acquire each information.
- the parking control device 100 of this embodiment includes a control device 10, an input device 20, and an output device 30. Each component of the parking control device 100 is connected by a CAN (Controller Area ⁇ ⁇ ⁇ Network) or other vehicle-mounted LAN in order to exchange information with each other.
- the input device 20 includes a communication device 21.
- the communication device 21 receives the operation command transmitted from the external operation terminal 5 and inputs it to the input device 20.
- the subject who inputs the operation command to the external operation terminal 5 may be a human (user, occupant, driver, parking facility worker).
- the input device 20 transmits the received operation command to the control device 10.
- the output device 30 includes a display 31.
- the output device 30 transmits parking control information to the driver.
- the display 31 of the present embodiment is a touch panel display having an input function and an output function.
- the display 31 functions as the input device 20. Even when the vehicle is controlled based on an operation command input from the operation terminal 5, an occupant can input an operation command such as an emergency stop via the input device 20.
- the control device 10 of the parking control device 100 of the present embodiment includes a ROM 12 that stores a parking control program, and an operation circuit that functions as the parking control device 100 of the present embodiment by executing the program stored in the ROM 12. And a RAM 13 that functions as an accessible storage device.
- the parking control program of this embodiment is a first area that can be observed from the operator M based on the positional relationship between the observation position set based on the position of the operator M and the positions of obstacles around the vehicle V. And calculating the parking path and the parking path so that the first approach degree to the obstacle of the vehicle in the first area is higher than the second approach degree to the obstacle of the vehicle in the second area.
- This is a program for executing vehicle parking control according to a command.
- the parking control program calculates a parking route and the parking route so that at least a part of the vehicle exists in the first region in at least a part of the parking route of the vehicle, and executes the parking control of the vehicle according to the control command. It is.
- the first area and the second area can be calculated by using the detection result of the obstacle such as the size and shape of the obstacle in addition to the position of the obstacle.
- the parking control device 100 of the present embodiment is of a remote control type that sends an operation command from the outside, controls the movement of the vehicle, and parks the vehicle in a predetermined parking space. The occupant may be outside the passenger compartment or in the passenger compartment.
- the parking control device 100 of the present embodiment may be an automatic control type in which a steering operation and an accelerator / brake operation are automatically performed.
- the parking control device 100 may be a semi-automatic type in which a steering operation is automatically performed and an accelerator / brake operation is performed by a driver.
- the user may arbitrarily select the target parking space, or the parking control device 100 or the parking facility side may automatically set the target parking space.
- the control device 10 of the parking control device 100 performs observation position setting processing, first and / or second area calculation processing, parking route calculation processing, control command calculation processing, and parking control processing.
- a function to be executed is provided.
- the control device 10 further includes a function of executing an obstacle detection process and calculating a parking route in consideration of the position of the obstacle.
- Each process described above is executed by cooperation of software for realizing each process and the hardware described above.
- the control device 10 calculates the observation position based on the position of the operator M.
- the control device 10 acquires the position of the operator M.
- the position of the operator M may be detected directly based on a sensor signal from a sensor provided in the vehicle V, or the position of the operation terminal 5 possessed by the operator M is detected and the position of the operation terminal 5 is determined. Based on this, the position of the operator M may be calculated.
- the operation terminal 5 may be provided at a predetermined position or may be possessed by the operator M. When the operation terminal 5 is provided at a predetermined position, the operator M moves to the arrangement position of the operation terminal 5 and uses the operation terminal 5.
- the position of the operation terminal 5 can be the position of the operator M.
- the position of the operator M is detected based on the detection results of the plurality of distance measuring devices 2 provided on the vehicle V and / or the captured images of the camera 1.
- the position of the operator M can be detected based on the captured images of the cameras 1a to 1d.
- a radar device such as a millimeter wave radar, a laser radar, an ultrasonic radar, or a sonar can be used. Since the plurality of distance measuring devices 2 and their detection results can be identified, the position of the operator M can be detected based on the detection results.
- the distance measuring device 2 may be provided at the same position as the cameras 1a to 1d or at different positions.
- the control device 10 can also detect the gesture of the operator M based on the captured images of the cameras 1a to 1d and identify the operation command associated with the gesture.
- the operation terminal 5 or the position of the operator M carrying the operation terminal 5 is detected based on the communication radio waves between the antennas 211 provided at different positions of the vehicle V and the operation terminal 5. Also good.
- the strength of the received radio wave of each antenna 211 is different.
- the position of the operation terminal 5 can be calculated based on the intensity difference between the received radio waves of each antenna 211.
- the two-dimensional position and / or the three-dimensional position of the operation terminal 5 or the operator M can be calculated from the intensity difference between the received radio waves of each antenna 211.
- a predetermined position (direction / distance: D1, D2) with respect to the driver's seat DS of the vehicle V may be designated in advance as the operation position of the operator M or the arrangement position of the operation terminal 5.
- the operator M temporarily stops the vehicle V at a specified position, gets off the vehicle, and operates the operation terminal 5 provided at a predetermined position, the operator M or the operation possessed by the operator M with respect to the vehicle V
- the initial position of the terminal 5 can be detected.
- FIG. 1 as illustrated in FIG.
- image information indicating an operation position (operation position of the operator M) with respect to the vehicle V is displayed on the display 53 of the operation terminal 5.
- This display control may be executed by an application stored on the operation terminal 5 side, or may be executed based on a command from the control device 10.
- the observation position of the operator M is calculated in order to calculate the first area that the operator M can visually recognize or the second area (the blind spot: blind area) that the operator M cannot visually recognize.
- the detected two-dimensional position of the operator M may be calculated as the observation position.
- the eye position (height information) of the operator M may be taken into consideration.
- a position corresponding to the position of the eye of the operator M is calculated as an observation position.
- the observation position may be calculated using the height of the operator M set in advance and the average height of the adult.
- the position information detection signal of the operation terminal 5 includes height information
- the position of the operation terminal 5 may be set as the observation position.
- Obstacles include parking lot walls, pillars and other structures, installations around the vehicle, pedestrians, other vehicles, parked vehicles, and the like.
- the obstacle is detected based on the detection results of the plurality of distance measuring devices 2 provided in the vehicle V and the captured image of the camera 1.
- the distance measuring device 2 detects the presence / absence of an object, the position of the object, the size of the object, and the distance to the object based on the received signal of the radar device.
- the presence / absence of the object, the position of the object, the size of the object, and the distance to the object are detected based on the captured images of the cameras 1a to 1d.
- Obstacles may be detected using a motion stereo technique using the cameras 1a to 1d. This detection result is used to determine whether or not the parking space is vacant (whether or not it is parked). As illustrated in FIG. 3B, an obstacle including a structure such as a parking lot wall or a pillar can be detected based on the parking lot information 34 acquired from the storage device 32 of the information server 3.
- the parking lot information includes location information of each parking lot (parking lot), an identification number, a passage, a pillar, a wall, and a storage space in the parking facility.
- the information server 3 may be managed by a parking lot.
- the control device 10 calculates a first region that the operator M can observe from the calculated observation position of the operator M.
- the control device 10 calculates, as the first region, a region where the visual field is not obstructed by an obstacle when the operator M observes from the observation position.
- the control device 10 calculates, as the second region, a region where the visual field is blocked by an obstacle when the operator M observes from the observation position.
- the second region that cannot be observed or visually recognized by the operator M can be calculated from the positional relationship with the obstacle.
- the control device 10 calculates, as the second region, a region where the visual field is blocked by the vehicle that is the operation target when the operator M observes from the observation position.
- the second region that cannot be observed by the operator M can be calculated from the positional relationship with the vehicle to be parked.
- other vehicles that are not subject to operation belong to obstacles.
- the control device 10 may calculate the second area first and set the other areas as the first area. Further, the second region may be set wider in consideration of the detection accuracy of the obstacle and the detection accuracy of the position of the operator M.
- FIG. 4A shows an example in which a blind spot occurs due to the structure of the parking lot.
- the vehicle M1 moves on the parking route RT, and the operator M standing on the side of the vehicle V1 operates the operation terminal 5.
- the control device 10 calculates, as the first area VA, an area that can be predicted to be visible without being blocked by another object.
- the parking lot wall W blocks the view of the operator M.
- the control device 10 calculates, as the second area BA, an area that is predicted to be hidden behind the wall W and cannot be visually recognized.
- the control device 10 calculates, as the first area VA, an area that can be predicted to be visible without being blocked by another object.
- the vehicle V ⁇ b> 2 at the predicted return position on the parking route blocks the field of view of the operator M.
- the control device 10 calculates, as the second area BA, an area that is predicted to be hidden behind the vehicle V2 and cannot be visually recognized.
- the control device 10 stores vehicle information such as the height and size of the vehicle used in the calculation of the second area BA in advance.
- the vehicle information may be information unique to the vehicle or may be information defined according to the vehicle type. As shown in FIG. 4C, based on the strength of the received radio waves, the generation of reflected waves, the interference, the occurrence of multipath, etc. Then, the presence of the concave portion may be determined from the position of the wall of the parking lot or the shape of the space, and the presence of the blind spot may be determined based on the determination result.
- the control device 10 determines the parking route and the parking route so that the first approach degree to the obstacle of the vehicle V in the first area VA is higher than the second approach degree to the obstacle of the vehicle V in the second area BA.
- the control command to be moved is calculated.
- the control device 10 calculates a parking route RT in which at least a part of the vehicle V exists in the first area VA and a control command for moving the vehicle V according to the parking route RT in at least a part of the parking route RT of the vehicle V. To do.
- the control command includes a speed when moving on the parking route RT, acceleration / deceleration, execution position (timing) of acceleration / deceleration control, switching position, steering amount, and the like.
- FIG. 2 is a flowchart showing a control procedure of parking control processing executed by the parking control system 1000 according to the present embodiment.
- the trigger for starting the parking control process is not particularly limited, and may be that the start switch of the parking control device 100 is operated.
- the parking control device 100 of the present embodiment has a function of automatically moving the vehicle V to the parking space based on an operation command acquired from outside the vehicle.
- the control device 10 of the parking control device 100 acquires distance measurement signals by the distance measuring devices 2 attached to a plurality of locations of the vehicle V in step 101, respectively.
- the control device 10 acquires captured images captured by the cameras 1a to 1d attached to a plurality of locations of the vehicle V.
- the camera 1a is disposed on the front grill portion of the vehicle V
- the camera 1d is disposed in the vicinity of the rear bumper
- the cameras 1b and 1c are disposed below the left and right door mirrors.
- the cameras 1a to 1d cameras having wide-angle lenses with a large viewing angle can be used.
- the cameras 1a to 1d capture images of the boundaries of the parking space around the vehicle V and the objects existing around the parking space.
- the cameras 1a to 1d are CCD cameras, infrared cameras, and other imaging devices.
- the control device 10 detects a parking space where parking is possible.
- the control device 10 detects a frame (area) of the parking space based on the captured images of the cameras 1a to 1d.
- the control device 10 detects a free parking space using the detection data of the distance measuring device 2 and the detection data extracted from the captured image.
- the control device 10 detects a parking space that is an empty vehicle (no other vehicle is parked) in the parking space and that can calculate a route for completing parking as a parking space.
- the fact that the parking route can be calculated means that the locus of the route from the current position to the target parking space can be drawn on the road surface coordinates without interfering with obstacles (including parked vehicles).
- Step 103 the control device 10 transmits the parking available space to the operation terminal 5, displays it on the display 53, and requests the operator to input the selection information of the target parking space for parking the vehicle.
- the target parking space may be automatically selected by the control device 10 or the parking facility side.
- the parking space is set as the target parking space.
- step 104 the passenger is dismounted. After this, the vehicle is moved to the target parking space by remote control.
- the target parking space may be selected after the passenger gets off the vehicle.
- step 105 the control device 10 detects the position of the operator M by the above-described method, and calculates the observation position VP based on the position of the operator M.
- step 106 the control device 10 detects the position where the obstacle is present by the method described above.
- a first area that the operator M can observe from the observation position VP is calculated.
- the first area is calculated based on the position of the obstacle.
- the control device 10 calculates a second region in which the operator M cannot observe from the observation position VP.
- the second area is calculated based on the position of the obstacle.
- the position of the obstacle is the position of the area where the obstacle exists, that is, the coordinate value of the area occupied by the obstacle in three-dimensional coordinates.
- the control device 10 calculates a parking route from the stop position of the vehicle to the target parking space.
- the parking route includes a turn-back position necessary for moving to the parking space.
- the parking route is defined as a line, and is defined as a belt-like area corresponding to the occupied area of the vehicle corresponding to the vehicle width.
- the occupied area of the vehicle is defined in consideration of the vehicle width and a margin width secured for movement.
- the control device 10 calculates a control command for the vehicle moving on the parking route.
- the control command includes an operation command for any one or more of a vehicle steering amount, a steering speed, a steering acceleration, a shift position, a speed, an acceleration, and a deceleration.
- the control command includes the execution timing or execution position of the vehicle operation command.
- “degree of approach” is defined as a value for quantitatively evaluating the approach / separation relationship between the obstacle and the vehicle in the parking control.
- the control device 10 calculates a parking route based on the degree of approach between the vehicle V and the obstacle.
- the degree of approach between the vehicle V and the obstacle is an index indicating the degree of approach between the vehicle V and the obstacle that is allowed when the parking route is calculated.
- “The degree of approach is high” indicates that the vehicle and the obstacle are approaching.
- “Low access” indicates that the vehicle is separated from the obstacle.
- the degree of approach can be a marginal distance that the vehicle V approaches the obstacle, a turning distance from the obstacle to the turning point, or a separation distance from the obstacle to the parking route.
- the control apparatus 10 calculates
- the first approach degree is a degree of approach of the vehicle to the obstacle in the first region
- the second approach degree is a degree of approach of the vehicle to the obstacle in the second region.
- the control device 10 calculates the first approach degree and the second approach degree so that the first approach degree is higher than the second approach degree, and calculates the parking route based on the first approach degree and the second approach degree.
- the degree of approach between the vehicle and the obstacle in the first region is allowed to be larger than the degree of approach between the vehicle and the obstacle in the second region.
- a parking route in which the vehicle is closer to the obstacle than in the second area is calculated. If the second area does not exist, the first approach degree is set higher than the preset standard approach degree, and the first approach degree between the vehicle and the obstacle is less than the standard approach degree. V's parking route is calculated.
- FIG. 7A shows the positions of the vehicles V1, V2, and VP that move for parking.
- a situation in which an obstacle is approached on the parking route can be visually recognized from the observation position of the operator based on the position of the operator M until the vehicle is parked.
- a blind spot due to the wall W as an obstacle is not formed.
- a first area VA that can be observed.
- FIG. 7A is an example in which the blind spot by the vehicle V is not set as the second region. In a situation where the operator M can estimate the blind spot caused by the vehicle V, the blind spot caused by the vehicle V does not have to be set as the second region in this way.
- the first approach degree to the obstacle of the vehicle V in the first area VA is set as the first approach degree to the obstacle of the vehicle V in the second area BA. It is set to be higher than 2 approach degrees (first approach degree> second approach degree).
- the second area (dead angle) is not detected, the first approach degree is set. The closer the margin distance to the obstacle of the vehicle V, the higher the degree of approach.
- FIG. 7B shows the positions of the vehicles V1, V2, and VP that move for parking.
- the right front part of the vehicle V2 at the turn-back position belongs to the second area BA formed by the wall W.
- the control apparatus 10 sets the 2nd approach degree in the right front part in which the distance of the vehicle V2 and the wall W becomes the shortest.
- the second approach degree may be set for each part of the vehicle V, or may be set as a value applied to the entire vehicle.
- the control device 10 sets the second margin distance R2 as the second approach degree to a value longer than the first margin distance R1 shown in FIG. 7A (second margin distance R2> first margin distance R1). Accordingly, the first approach degree of the vehicle V to the obstacle in the first area VA can be set higher than the second approach degree of the vehicle V to the obstacle in the second area BA.
- FIG. 7C shows a case where a second region that cannot be observed is formed by the vehicle V to be controlled. Even in such a case, the second area is detected, and it is determined that the vehicle V belongs to the second area. This is a scene in which the vehicle V and a part of the periphery thereof cannot be observed. In the situation shown in the figure, when viewed from the operator's observation position based on the position of the operator M, the left front, front front, and right front of the vehicle V2 at the turn-back position belong to the second area BA formed by the vehicle V2. .
- the control device 10 sets a second margin distance R21 in the right front portion where the distance between the vehicle V2 and the wall W is equal to or less than a predetermined value, and a second margin distance R22 in the left front portion.
- the control device 10 sets the second margin distances R21 and R22 to a value longer than the first margin distance R1 shown in FIG. 7A (second margin distances R21 and R22> first margin distance R1).
- FIG. 7D also shows a case where a second region that cannot be observed is formed by the vehicle V to be controlled.
- the operator M since the operator M is located on the side of the vehicle V to be controlled, the opposite side of the vehicle V and its surroundings cannot be observed.
- the left side of the vehicle V1 when going straight to the turn-back position belongs to the second area BA formed by the vehicle V2.
- the control device 10 sets the second approach degree R23 in the right side portion of the vehicle V2.
- the control device 10 sets the second margin distance R23 to a value longer than the first margin distance R1 shown in FIG. 7A (second margin distance R23> first margin distance R1).
- FIG. 7E shows a case where a second region that cannot be observed is formed by the vehicle V to be controlled, and an obstacle OB other than the wall W is present in the second region.
- the second area BA is formed in front of the vehicle V2 at the turn-back position.
- An obstacle OB exists in the second area BA.
- the degree of approach is also defined between the obstacle OB and the vehicle V2.
- the control device 10 sets a second margin distance R24 between the vehicle V2 and the obstacle OB.
- the control device 10 sets the second margin distance R24 to a value longer than the first margin distance R1 shown in FIG. 7A (second margin distance R24> first margin distance R1).
- the first approach to the obstacle of the vehicle V in the first region that can be observed from the observation position is higher than the second approach to the obstacle of the vehicle V in the second region that cannot be observed from the observation position.
- the first approach degree is the degree of approach with an obstacle when the vehicle V travels in the first area
- the second approach degree is the degree of approach with an obstacle when the vehicle V travels in the second area. It is good. In the region where the operator M can observe, the vehicle and the obstacle are allowed to approach closer than in the region where the operator M cannot observe. Thereby, the approach degree of a vehicle and an obstruction can be adjusted according to the observation condition of the operator M.
- the vehicle and the obstacle are moved closer to each other than the second area, so that even if there is an obstacle, parking control is performed even if the obstacle exists. Can be continued.
- the clearance (margin distance) between the vehicle and the obstacle is generally set in consideration of safety. The larger the clearance (margin distance), the better the safety, but the possibility and frequency of the parking control process will be increased, and additional operations and instructions from the operator will be required. Ease is sacrificed.
- the first approach applied in the first region is changed to a value relatively higher than the second approach applied in the second region.
- the first approach degree is a first marginal distance that the vehicle V in the first area VA approaches the obstacle
- the second approach degree is the vehicle V in the second area BA approaching the obstacle.
- the second margin distance can be expressed by a length (distance).
- the first margin distance is set to be shorter than the second margin distance.
- the first approach degree is a first turning distance from the obstacle to the first turning position belonging to the first area VA
- the second approaching degree is a second turning distance from the obstacle to the second turning position belonging to the second area. This is the turning distance.
- the parking route used for the parking control process includes a turn-back position where the progress is switched.
- the position of the vehicle V2 in FIG. 7A corresponds to the first return position
- the position of the vehicle V2 in FIG. 7B corresponds to the second return position.
- the switching position is most likely to approach the obstacle.
- the degree of approach is set higher than when at least a part of the vehicle V exists in the second area at the second turning position. To do.
- the control device 10 sets the first turning distance shorter than the second turning distance. Thereby, in the 1st field VA, it is permitted that the 1st return position and an obstacle approach relatively, and parking control processing can be continued.
- the first turning distance and the second turning distance may be set as the distance from the obstacle to the closest outer shape of the vehicle V.
- the first approach degree is a first separation distance from the obstacle to the parking route RT
- the second approach degree is a second separation distance from the obstacle to the parking route RT.
- the predetermined distance can be set in advance by the size of the vehicle and the clearance (margin distance) with respect to the obstacle.
- the first separation distance when the parking route exists in the first area is set shorter than the second separation distance when the parking route exists in the second area.
- the clearance (margin distance) for the obstacle in the first separation distance is set shorter than the clearance (margin distance) for the obstacle in the second separation distance.
- control device 10 In step 108 of FIG. 5, the control device 10 generates a control command for moving the parking route RT to the vehicle.
- a control command generation subroutine will be described.
- the control command includes any one or more of a deceleration start timing, a deceleration completion distance, a deceleration, and a target speed when approaching an obstacle.
- step 140 of FIG. 8 the existence of the first area is confirmed, and in step 141, the existence of the second area is confirmed.
- step 142 control device 10 generates a control command including a deceleration start timing for starting deceleration of the vehicle.
- the deceleration start timing is an aspect of the degree of approach. Delaying the deceleration start timing for starting the deceleration performed when approaching the obstacle starts the deceleration after approaching the obstacle. Delaying the deceleration start timing increases the degree of approach. On the other hand, if the deceleration start timing is advanced, the degree of approach is lowered.
- FIG. 9A and 9B show a parking route RT that passes through the first area VA and the second area BA.
- FIG. 9A shows a state where an obstacle OB2 exists in front of the vehicle V2 at the turning-back position. The obstacle OB2 belongs to the second area VA.
- FIG. 9B shows a state in which an obstacle OB1 belonging to the first area VA exists in front of the vehicle V2 at the turn-back position.
- the control device 10 sets the first deceleration start timing T1 or the second deceleration start timing T2.
- the first deceleration start timing T1 is a timing for starting deceleration when approaching an obstacle
- the second deceleration start timing T2 is a timing for starting deceleration when approaching an obstacle.
- the control device 10 calculates the control command so that the first deceleration start timing T1 is later than the second deceleration start timing T2.
- FIG. 9C shows the second deceleration start timing T2 when the obstacle OB2 exists.
- FIG. 9D shows the first deceleration start timing T1 when the obstacle OB1 exists.
- the first deceleration start timing T1 is later than the second deceleration start timing T2.
- the distance between the position of the vehicle V and the obstacle OB1 at the first deceleration start timing T1 is shorter than the distance between the position of the vehicle V and the obstacle OB2 at the second deceleration start timing T2.
- the control device 10 moves the parking route to the vehicle according to the calculated control command.
- the passage time of the first region can be shortened.
- the time required from parking start to parking completion can be shortened.
- a control command for parking control processing including the first deceleration timing T1 is generated.
- the deceleration start timing can be expressed by a time corresponding to the approach speed between the vehicle and the obstacle.
- the time according to the approach speed is calculated as TTC: Time-To-Collision, which is the time until the collision.
- the first deceleration start timing is set as the first TTC
- the second deceleration timing is set as the second TTC.
- the vehicle V starts to decelerate the obstacle at the timing when the calculated TTC is shorter than the set first TTC or second TTC.
- the deceleration start timing for starting the deceleration performed when approaching the obstacle is delayed compared to the second region, and the vehicle approaches the obstacle. Will start decelerating. Delaying the deceleration start timing increases the degree of approach. On the other hand, if the deceleration start timing is advanced, the degree of approach is lowered.
- Fig. 9E shows the change over time of the speed in the control command.
- a control command when traveling in the first region is indicated by a solid line
- a control command when traveling in the second region (dead angle) is indicated by a broken line.
- the first deceleration start timing T1 in the first region is a time later than the second deceleration start timing T2 in the second region.
- the deceleration completion distance can be set from the same viewpoint.
- the control device 10 generates a control command including a deceleration completion distance to a deceleration completion point that completes the deceleration of the vehicle.
- the deceleration completion distance is an aspect of the degree of approach. Shortening the deceleration completion distance from the point where the deceleration performed when approaching the obstacle is completed to the position of the obstacle means that the deceleration is completed in a state as close as possible to the obstacle. Shortening the deceleration completion distance increases the degree of approach. On the other hand, increasing the deceleration completion distance lowers the degree of approach. This process can be performed together with or instead of step 142 in FIG. 8 described above. By making the first deceleration completion distance shorter than the second deceleration completion distance, the movement of the vehicle in the parking control can be continued by approaching the obstacle as much as possible.
- step 150 of FIG. 10 the presence of the first region is confirmed, and in step 151, the presence of the second region is confirmed.
- the control device 10 generates a control command including the vehicle deceleration.
- the deceleration is an aspect of the degree of approach.
- the high deceleration performed when approaching an obstacle means that the degree of approach, which is the degree of approach to the obstacle, is high.
- a low deceleration means that the degree of approach, which is the degree of approach to an obstacle, is low.
- 11A and 11B show a parking route RT that passes through the first area VA and the second area BA.
- step 152 the control device 10 sets the first deceleration S1 and the second deceleration S2.
- the first deceleration S1 is a deceleration when approaching the obstacle
- the second deceleration S2 is a deceleration when approaching the obstacle.
- the deceleration includes the speed at the time of deceleration or the acceleration at the time of deceleration.
- the control device 10 calculates the control command so that the first deceleration S1 is higher than the second deceleration S2.
- a control command in which the second deceleration S2 ( ⁇ S1) is set is generated
- a control command in which the first deceleration S1 (> S2) is set is generated.
- FIG. 9E described above shows the first deceleration m1 and the second deceleration m2.
- FIG. 9E shows the change over time of the speed in the control command, the control command when traveling in the first region is indicated by a solid line, and the control command when traveling in the second region (dead angle) is indicated by a broken line.
- the first deceleration m1 in the first region is larger than the second deceleration m2 in the second region.
- the control device 10 moves the parking route to the vehicle according to the calculated control command.
- the passage time of the first region can be shortened.
- the time required from parking start to parking completion can be shortened.
- the relative speed limit value of the vehicle V relative to the operator can be set from the same viewpoint.
- the relative speed limit value is a value that defines a limit on the relative speed between the vehicle and the operator.
- the control device 10 sets the first relative speed limit value of the vehicle in the first area and the second relative speed control value of the vehicle in the second area. This process can be performed together with or instead of step 142 in FIG. 8 described above.
- the first relative speed limit value higher than the second relative speed limit value, the passage time of the first region can be shortened. As a result, the time required from parking start to parking completion can be shortened.
- the control device 10 calculates the parking route RT so that at least a part of the vehicle V exists in the first area VA in at least a part of the parking route RT of the vehicle.
- the control device 10 calculates the parking route RT so that a part of the vehicle V can be seen from the observation position at least temporarily while the vehicle V is moving on the parking route RT. Thereby, the operator can confirm the presence and position of the vehicle V during the parking control process.
- a parking route RT in which the operator cannot confirm the presence and position of the vehicle V during the parking control process is not calculated.
- the parking route RT may be calculated such that the length of the route in which at least a part of the vehicle V exists in the first area VA is a predetermined ratio with respect to the entire length of the parking route RT.
- the predetermined ratio is preferably high (close to 1), but is set in consideration of the balance with the possibility of calculating the parking route RT.
- the parking route with the highest ratio may be selected from among the parking routes RT that can be calculated within a range in which the number of turnovers does not increase.
- the parking route RT is calculated so that at least a part of the vehicle V exists in the first area VA.
- the control device 10 determines whether or not at least a part of the temporarily calculated parking route RT is included in the second area BA.
- FIG. 13A shows an example in which all of the calculated parking route RT1 is included in the second area BA. It may be a case where a part of the parking route RT1 belongs to the second area BA.
- the parking route RT is calculated as a correction plan so that a part of the vehicle V exists in the first area VA in at least a part of the parking route RT1.
- the parking route is updated in step 192.
- the left front portion V121 of the moving vehicle V12 newly calculates a parking route RT2 as a correction plan belonging to the first area VA.
- the parking route RT2 the rear portion V21 on the left side of the vehicle V2 at the turning-back position belongs to the first area VA.
- the parking route RT2 is employed instead of the temporarily calculated parking route RT1.
- the parking control process can be executed with the parking route RT that is easy for the operator to observe.
- the operator can easily confirm the position and movement of the vehicle V.
- the parking route RT is calculated so that at least a part of the vehicle V exists in the first area VA at the turn-back position included in the parking route RT.
- the control device 10 determines whether or not the vehicle V is in the second region at the turn-back position included in the parking route RT.
- the turn-back position is a position where the vehicle V is farthest from the operator and is difficult to observe. Since the direction is changed at the turn-back position, the operator tends to pay the most attention.
- the control device 10 calculates a parking route RT at which the operator can easily observe the vehicle V at the switching position.
- step 202 the control device 10 sets the turning position so that at least a part of the vehicle exists in the first area VA at the turning position.
- step 203 a route including the return position is calculated.
- most of the vehicle V2 at the turning-back position is included in the second area BA.
- the parking route RT is calculated such that the left rear portion V21 which is at least a part of the vehicle V belongs to the first area VA.
- the presence of at least a part of the vehicle V in the observable first area VA allows the operator to perform a parking operation while predicting the position of the vehicle V. When the vehicle V cannot be seen at all, it is difficult to predict the position of the vehicle V, so that it is difficult to continue the parking operation.
- the parking route RT may be calculated so that the entire vehicle belongs to the first area VA, that is, a part of the vehicle V is not included in the second area BA.
- the control apparatus 10 calculates the parking route RT so that the specific part of the vehicle V exists in the first area VA. As illustrated in FIG. 15C, the control device 10 calculates the parking route RT so that the side mirror portion with high possibility of contact belongs to the first area VA.
- the specific portion can be a portion protruding outward in the outer shape of the vehicle V that has a high possibility of approaching an obstacle.
- the above-described side mirror part, bicycle hanger provided at the rear part of the vehicle, spare tire holder, and the like can be used as specific parts. Thereby, the operator can park by remote operation, observing the specific part which pays attention.
- Control device 10 may predefine a specific part of vehicles V contained in the 1st field VA according to a parking mode. As shown in FIG. 15D, the control device 10 defines the left and right rear parts (corner parts) as specific parts when reversing and performing forward parking. When a right turn is performed, a right front part, a mirror part, or a right rear part can be defined as a specific part. When a left turn is performed, the left front part, mirror part, or left rear part can be defined as a specific part. That is, in the case of right turn in forward parking, the right mirror part can be set as the specific part. When performing reverse parking, the control device 10 calculates the parking route RT so that the left and right rear portions belong to the first area VA. Thereby, the operator can park by remote operation, observing the specific part which pays attention according to a parking mode.
- the control device 10 calculates the parking route so that at least a part of the vehicle V exists in the first region. As shown in FIG. 15E, when the vehicle V moves on the temporarily calculated parking route RT, the control device 10 determines that the distance between the parking wall W as the obstacle and the vehicle V is less than a predetermined value. When this is done, the parking route RT is calculated so that the right rear portion V21, which is at least part of the vehicle V, belongs to the first area VA. The control device 10 may calculate the parking route RT so that the part of the vehicle V that is closest to the obstacle belongs to the first area VA.
- the parking route RT is calculated so that the right rear portion V21 of the vehicle that is closest to the wall W belongs to the first area VA.
- the operator can park by remote operation, observing the site
- the position of the vehicle V is determined by setting the parking route RT (occupied area at the time of parking) so that a part of the vehicle V exists in the first area VA.
- the parking route RT cannot be calculated due to the approach to the obstacle is suppressed, and the possibility that the parking control process of the vehicle V is executed is improved.
- the control device 10 sets the parking path RT so that a part of the parking path becomes the first area.
- the second target speed when traveling on the parking route RT2 belonging to the second area BA is set lower than the first target speed on the parking route RT1 belonging to the first area VA.
- the process proceeds to step 302 to further determine whether or not the parking route can be set in the first area VA. To do. If the entire parking route can be set in the first area VA, the parking route is calculated in step 303.
- the target speed of the parking route belonging to the second area is changed relatively low.
- the parking route RT2 (shown by a solid line) belonging to the second area BA is displayed.
- the target speed of the vehicle V when traveling is lower than the target speed of the vehicle V when traveling on the parking route RT1 (shown by a broken line) belonging to the first area VA.
- the speed of the vehicle V is reduced, so that the operator can carefully observe the movement of the vehicle V.
- the control device 10 changes the parking position TP to change the parking path TP.
- the direction of the parking route RT is changed by shifting the switch-back position to the downstream side (traveling direction side).
- step 401 it is determined whether or not the angle between the direction of the vehicle V with reference to the observation position and at least a part of the direction of the parking route RT is less than a predetermined angle. If so, the process proceeds to step 402, and it is determined whether or not the switching position TP can be changed.
- step 403 the process proceeds to step 403 to calculate a parking route based on the changed return position. If the switching position cannot be changed due to interference with other obstacles, etc., the process proceeds to step 404 where the direction connecting the observation position (operator M or operation terminal 5) and the vehicle V is less than a predetermined angle. Decrease the target speed of the parking route.
- FIG. 19A shows a case where the angle between the direction of the vehicle V based on the observation position and at least a part of the parking route RT is less than a predetermined angle. As shown in FIG. 19A, in such a case, the second area BA (dead angle) is formed by the vehicle V to be controlled.
- the control device 10 shifts the turn-back position TP1 to the turn-back position TP2 on the downstream side in the traveling direction, that is, the back side of the recess formed by the wall W in the drawing. By doing so, the angle of the parking route RT can be changed. Since the angle between the direction of the vehicle V relative to the observation position shown in FIG. 19B and the direction of the parking route RT2 is relatively larger than that of FIG. 19A, the time during which the vehicle V generates the second area BA is short. Thus, the area of the second area BA is also reduced. By changing the turn-back position, the moving direction of the vehicle V and the line-of-sight direction of the operator can be shifted, so that the second area BA can be prevented from being generated by the vehicle V to be controlled.
- the control device 10 changes the angle / curvature of the parking route RT when the angle between the direction of the vehicle V with respect to the observation position and at least a part of the parking route RT is less than a predetermined angle.
- step 501 the angle between the direction of the vehicle V with respect to the observation position and at least a part of the direction of the parking route RT is less than a predetermined angle.
- step 502 the process proceeds to step 502 to determine whether or not the direction of the parking route RT can be changed. If the direction of the parking route RT can be changed, the process proceeds to step 503, where the parking route RT based on the changed angle / curvature is calculated.
- step 504 the process proceeds to step 504, and the target speed of the parking route that is less than the predetermined angle with the direction connecting the operator M and the vehicle V is lowered. If the angle / curvature of the parking route cannot be changed due to interference with other obstacles in step 502, the process proceeds to step 504, where the direction connecting the operator M and the vehicle V is set to a predetermined angle. Lower the target speed for less than the parking route.
- FIG. 21A shows a case where there is a region Q1 in which the angle between the direction of the vehicle V with reference to the observation position and at least a part of the parking route RT is less than a predetermined angle.
- the second area BA (dead angle) is formed by the vehicle V to be controlled.
- FIG. 21B by changing the curvature of the parking route RT2, the angle between the direction of the vehicle V with respect to the observation position and the direction of the parking route RT2 is increased. The time (time to pass through the region Q1 shown in FIG. 21A) occurs.
- Step 504 of FIG. 20 the target speed of the parking route RT that is less than a predetermined angle with the direction connecting the observation position and the vehicle V is lowered. Thereby, the target speed of the parking route RT included in the second region generated by the vehicle V can be lowered. As shown in FIG. 21C, the target speed of the parking route RT3 included in the second area BA can be lowered.
- the same processing is performed when the parking route RT cannot be updated (No in step 502).
- the speed of the vehicle V is reduced, so that the operator can carefully observe the movement of the vehicle V.
- the control device 10 has a second region that cannot be observed from a second observation position that is different from the first observation position, rather than the area of the second region that cannot be observed from the first observation position that is set based on the position of the operator M.
- the second observation position is sent to the operation terminal 5.
- the operator M is prompted to move by indicating a new second operation position.
- an instruction to change the observation position may be given to the operator M via the operation terminal 5.
- step 601 of FIG. 22 when the area of the second region calculated at the first observation position is larger than the area of the second region calculated at the second observation position, the control device 10 proceeds to step 602. Change the observation position. Based on the second observation position 51 ′ shown in FIG.
- step 108 the control device 10 generates a control command for moving the vehicle V on the calculated parking route.
- the specification information of the vehicle necessary for the control command is stored in advance by the control device 10.
- the control command includes the vehicle steering amount, steering speed, steering acceleration, shift position, speed (including zero), acceleration, deceleration, and other operations associated with the timing or position when the vehicle travels on the parking route. Includes instructions.
- the vehicle can be moved (parked) in the target parking space by the vehicle executing an operation command associated with the parking route and the parking route.
- the parking control device 100 performs parking by transmitting a target parking space setting command, a parking control processing start command, a parking interruption / cancellation command, and the like from the outside to the vehicle V1 without boarding the vehicle V1. Carry out parking control processing by remote control.
- the control device 10 presents the parking route on the display 53 of the operation terminal 5.
- step 110 when the operator confirms the parking route and an execution command is input, the process proceeds to step 111.
- the operation terminal 5 sends the operator's execution command to the parking control device 100 of the vehicle V.
- the parking control device 100 of the vehicle V starts parking control.
- the control device 10 periodically calculates the first area (and / or the second area).
- the first region that can be visually recognized from the observation position and the second region that cannot be visually recognized change according to changes in the position of the obstacle and the position of the vehicle V.
- the control device 10 calculates the first area (or the second area) at a predetermined cycle in order to cope with the change in the situation.
- the control device 10 determines whether or not there is a change in the first area or the second area. If there is a change, the positional relationship between the position of the parking route (including the return position) and the second region also changes, so the parking route is calculated again. When a new appropriate parking route can be calculated, a new parking route is adopted.
- the control device 10 calculates a control command for the new parking route.
- the control device 10 updates the parking route and control command calculated in step 108 to a new parking route and control command corresponding to the first area or the second area that has changed over time. If there is no change in the first area or the second area in step 113, it is not necessary to calculate a new parking route and control command, and the routine proceeds to step 115.
- step 115 the control device 10 monitors changes in the first region and the second region until the vehicle V reaches the turn-back position.
- step 116 the shift change included in the control command is executed.
- step 117 the parking control is completed by continuously executing the control command.
- the parking control device 100 of the present embodiment controls the operation of the drive system 40 via the vehicle controller 70 in accordance with the control command so that the vehicle V1 moves along the parking route.
- the parking control device 100 instructs the drive system 40 of the vehicle V1 such as an EPS motor while feeding back the output value of the steering angle sensor 50 provided in the steering device so that the travel locus of the vehicle V1 matches the calculated parking route.
- the signal is calculated, and this command signal is sent to the drive system 40 or the vehicle controller 70 that controls the drive system 40.
- the parking control device 100 of this embodiment includes a parking control control unit.
- the parking control unit obtains shift range information from the AT / CVT control unit, wheel speed information from the ABS control unit, rudder angle information from the rudder angle control unit, engine speed information from the ECM, and the like. Based on these, the parking control control unit calculates and outputs instruction information regarding automatic steering to the EPS control unit, instruction information such as a warning to the meter control unit, and the like.
- the control device 10 acquires, via the vehicle controller 70, each information acquired by the steering angle sensor 50, the vehicle speed sensor 60, and other sensors provided in the steering device of the vehicle V1.
- the drive system 40 of this embodiment moves (runs) the vehicle V1 from the current position to the target parking space by driving based on the control command signal acquired from the parking control device 100.
- the steering device of the present embodiment is a drive mechanism that moves the vehicle V in the left-right direction.
- the EPS motor included in the drive system 40 controls the steering amount by driving the power steering mechanism included in the steering device based on the control command signal acquired from the parking control device 100, and moves the vehicle V1 to the target parking space Mo. Control operations when moving.
- movement method of the vehicle V1 for parking are not specifically limited, The method known at the time of application can be applied suitably.
- the accelerator / brake is operated.
- the vehicle is automatically controlled based on the designated control vehicle speed (set vehicle speed), and the operation of the steering device automatically controls the movement of the vehicle according to the vehicle speed.
- the parking control method of the embodiment of the present invention is used in the parking control device as described above, the following effects can be obtained. Since the parking control device 100 of the present embodiment is configured and operates as described above, the following effects are achieved.
- the parking control method of the present embodiment calculates a first area that can be observed by the operator based on a positional relationship between the position of the obstacle and the position of the operator, and a second area that cannot be observed from the observation position. Then, the parking route and the control command for moving the parking route are calculated such that the first approach degree to the obstacle in the first region is higher than the second approach degree to the obstacle in the second region.
- the first approach degree in the first region that can be observed from the observation position of the operator is set higher than the second approach degree in the second region that cannot be observed from the observation position of the operator. In the region where the operator M can observe, the vehicle and the obstacle are allowed to approach closer than in the region where the operator M cannot observe.
- the approach degree of a vehicle and an obstruction can be adjusted according to the observation condition of the operator M.
- the vehicle and the obstacle are moved closer to each other than the second area, so that even if there is an obstacle, parking control is performed even if the obstacle exists. Can be continued.
- the parking control process is not interrupted uniformly because of the presence of the obstacle.
- the first approach applied in the first region is changed to a value relatively higher than the second approach applied in the second region, so that the parking control process is continued. It is possible to increase the number of scenes that can be used, and to achieve both comfort, ease of use, and safety.
- the first approach degree is a first margin distance where the vehicle approaches the obstacle
- the second approach degree is the second approach degree where the vehicle approaches the obstacle. Let it be a margin. Since the parking route is calculated so that the first margin distance is shorter than the second margin distance, the parking control process is continued by allowing the vehicle V and the obstacle to approach in the first area VA. Can do.
- the first approach degree is the first return distance between the first return position belonging to the first area and the obstacle
- the second approach degree is the first return distance belonging to the second area.
- the second turning distance between the turning position and the obstacle is taken as the second turning distance. Since the parking route is calculated so that the first turning distance becomes shorter than the second turning distance, the first turning position and the obstacle are allowed to relatively approach in the first area VA, and parking control is performed. Processing can be continued.
- the first approach degree is the first separation distance from the obstacle to the parking route
- the second approach degree is the second separation distance from the obstacle to the parking route.
- the parking route is calculated so that the first separation distance is shorter than the second separation distance.
- the first separation distance when the parking route exists in the first area is set shorter than the second separation distance when the parking route exists in the second area.
- the first approach degree is the first deceleration start timing for starting deceleration when approaching the obstacle
- the second approach degree is decelerated when approaching the obstacle. Is the second deceleration start timing.
- a control command is generated so that the first deceleration start timing is later than the second deceleration start timing.
- the first approach degree is the first deceleration completion distance from the obstacle to the first deceleration completion point in the first area
- the second approach degree is the first approach from the obstacle.
- the second deceleration completion distance to the second deceleration completion point in area 2 is used.
- a control command is generated so that the first deceleration completion distance is shorter than the second deceleration completion distance.
- the first approach is the first deceleration when approaching the obstacle
- the second approach is the second deceleration when approaching the obstacle.
- a control command is generated so that the first deceleration is higher than the second deceleration.
- the control command in the parking control method of the present embodiment includes a first relative speed limit value between the vehicle and the operator belonging to the first area, and a second relative speed limit value between the vehicle and the operator belonging to the second area. And the control command is generated so that the first relative speed limit value is higher than the second relative speed limit value.
- the parking route RT is calculated so that at least a part of the vehicle V exists in the first area VA in at least a part of the parking route RT of the vehicle.
- the control device 10 calculates the parking route RT so that a part of the vehicle V can be seen from the observation position at least temporarily while the vehicle V is moving on the parking route RT. Thereby, the operator can confirm the presence and position of the vehicle V during the parking control process.
- a parking route RT in which the operator cannot confirm the presence and position of the vehicle V during the parking control process is not calculated.
- the parking route RT is calculated so that at least a part of the vehicle V exists in the first area VA at the turn-back position included in the parking route RT.
- the parking route RT calculated based on a preset rule, even if the turning position belongs to the second area (dead angle), the left rear portion V21 that is at least a part of the vehicle V is the first area VA.
- a parking route RT that belongs to is calculated.
- the presence of at least a part of the vehicle V in the observable first area VA allows the operator to perform a parking operation while predicting the position of the vehicle V. When the vehicle V cannot be seen at all, it is difficult to predict the position of the vehicle V, so that it is difficult to continue the parking operation.
- the possibility of performing the parking operation can be ensured.
- the parking route RT is calculated so that the specific part of the vehicle V exists in the first area VA.
- the control device 10 calculates the parking route RT so that a specific part (for example, a side mirror part) where attention is paid to contact belongs to the first area VA. Thereby, the operator can park by remote operation, observing the specific part which pays attention.
- the specific part of the vehicle V included in the first area VA may be defined in advance according to the parking mode.
- the left and right rear parts are defined as specific parts.
- the control device 10 calculates the parking route RT so that the left and right rear portions belong to the first area VA. Thereby, the operator can park by remote operation, observing the specific part which pays attention according to a parking mode.
- the parking route Change RT when the angle between the direction of the vehicle V based on the position of the operator and at least a part of the parking route RT is less than a predetermined angle, the parking route Change RT.
- the moving direction of the vehicle V and the line of sight of the operator can be shifted. It can be prevented from occurring.
- the parking control method of the present embodiment when at least a part of the parking route RT belongs to the second area BA (blind area), at least a part of the vehicle V exists in the first area VA.
- the parking route RT is calculated. Since the parking route RT is corrected when at least a part of the parking route RT belongs to the second area BA, the parking control process can be executed with the parking route RT that is easy for the operator to observe. When parking by remote operation, the operator can easily confirm the position and movement of the vehicle V.
- a parking route RT is calculated such that the left rear portion V21 which is at least a part of the vehicle V belongs to the first region VA.
- the presence of at least a part of the vehicle V in the observable first area VA allows the operator to perform a parking operation while predicting the position of the vehicle V.
- the vehicle V cannot be seen at all, it is difficult to predict the position of the vehicle V, so that it is difficult to continue the parking operation.
- the possibility of performing the parking operation can be ensured.
- the parking route RT2 (The target speed of the vehicle V when traveling along a solid line) is lower than the target speed of the vehicle V when traveling along a parking route RT1 (indicated by a broken line) belonging to the first area VA.
- the speed of the vehicle V is reduced, so that the operator can carefully observe the movement of the vehicle V.
- the second observation position that is different from the first observation position than the area of the second region that cannot be observed from the first observation position set based on the position of the operator M.
- the second observation position is sent to the operation terminal 5.
- the second area which is a blind spot that cannot be observed, can be reduced, and the vehicle V can be parked by a parking route that is easy for the operator to grasp.
- the parking control device 100 in which the method of this embodiment is executed also exhibits the operations and effects described in 1 to 17 above.
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Abstract
Description
本実施形態では、本発明に係る駐車制御装置を、駐車制御システムに適用した場合を例にして説明する。駐車制御装置は、車載装置と情報の授受が可能な可搬の操作端末(スマートフォン、PDA:Personal Digital Assistantなどの機器)に適用してもよい。また、本発明に係る駐車制御方法は後述する駐車制御装置において使用できる。
操作端末5は通信機を備え、駐車制御装置100、情報サーバ3と情報の授受が可能である。操作端末5は、通信ネットワークを介して、車外で入力された操作指令を駐車制御装置100へ送信し、操作指令を駐車制御装置100に入力させる。操作端末5は、固有の識別記号を含めた信号を用いて、駐車制御装置100と交信する。
操作端末5は、ディスプレイ53を備える。ディスプレイ53は、入力インターフェイス、各種情報を提示する。ディスプレイ53がタッチパネル型のディスプレイである場合には、操作指令を受け付ける機能を有する。
操作端末5は、本実施形態の駐車制御方法に用いられる操作指令の入力を受け付けるとともに、駐車制御装置100へ向けて操作指令を送出するアプリケーションがインストールされたスマートフォン、PDA:Personal Digital Assistantなどの携帯型の機器であってもよい。
本実施形態の駐車制御装置100は、外部から操作指令を送り、車両の動きを制御して、車両を所定の駐車スペースに駐車させるリモートコントロールタイプのものである。乗員は車室外にいてもよいし、車室内にいてもよい。
本実施形態の駐車制御装置100は、操舵操作、アクセル・ブレーキ操作が自動的に行われる自動制御タイプであってもよい。駐車制御装置100は、操舵操作を自動で行い、アクセル・ブレーキ操作をドライバが行う半自動タイプであってもよい。
本実施形態の駐車制御プログラムでは、ユーザが目標駐車スペースを任意に選択してもよいし、駐車制御装置100又は駐車設備側が目標駐車スペースを自動的に設定してもよい。
図2Aに示すように、車両Vに設けられた複数の測距装置2の検出結果及び/又はカメラ1の撮像画像に基づいて操作者Mの位置を検出する。各カメラ1a~1dの撮像画像に基づいて操作者Mの位置を検出できる。測距装置2は、ミリ波レーダー、レーザーレーダー、超音波レーダーなどのレーダー装置又はソナーを用いることができる。複数の測距装置2及びその検出結果は識別可能であるので、検出結果に基づいて操作者Mの位置を検出できる。カメラ1についても同様に、測距装置2は、カメラ1a~1dと同じ位置に設けてもよいし、異なる位置に設けてもよい。また、制御装置10は、カメラ1a~1dの撮像画像に基づいて、操作者Mのジェスチャを検出し、ジェスチャに対応づけられた操作指令を識別することもできる。
図2Bに示すように、車両Vの異なる位置に設けられたアンテナ211のそれぞれと操作端末5との通信電波に基づいて操作端末5又は操作端末5を所持する操作者Mの位置を検出してもよい。複数のアンテナ211が一の操作端末5と通信する場合には、各アンテナ211の受信電波の強度が異なる。各アンテナ211の受信電波の強度差に基づいて、操作端末5の位置を算出できる。各アンテナ211の受信電波の強度差から、操作端末5又は操作者Mの二次元位置及び/又は三次元位置を算出できる。
図2Cに示すように、車両Vの運転席DSに対して所定の位置(方向・距離:D1,D2)を操作者Mの操作位置又は操作端末5の配置位置として予め指定してもよい。例えば、操作者Mが、指定位置に車両Vを一時停止し、降車して所定位置に設けられた操作端末5を操作する場合には、車両Vに対する操作者M又は操作者Mが所持する操作端末5の初期位置を検出できる。
同様に、図2Dに示すように、車両Vに対する操作位置(操作者Mの立ち位置:Operation Position)を示す画像情報を操作端末5のディスプレイ53に表示する。この表示制御は、操作端末5側にストアされたアプリケーションにより実行されてもよいし、制御装置10の指令に基づいて実行されてもよい。
図3Aに示すように、車両Vに設けられた複数の測距装置2の検出結果、カメラ1の撮像画像に基づいて障害物を検出する。測距装置2は、レーダー装置の受信信号に基づいて物体の存否、物体の位置、物体の大きさ、物体までの距離を検出する。各カメラ1a~1dの撮像画像に基づいて物体の存否、物体の位置、物体の大きさ、物体までの距離を検出する。なお、障害物の検出は、カメラ1a~1dによるモーションステレオの技術を用いて行ってもよい。この検出結果は、駐車スペースが空いているか否か(駐車中か否か)の判断に用いられる。
図3Bに示すように、情報サーバ3の記憶装置32から取得した駐車場情報34に基づいて、駐車場の壁、柱などの構造物を含む障害物を検出できる。駐車場情報は、各駐車場(パーキングロット)の配置、識別番号、駐車施設における通路、柱、壁、収納スペースなどの位置情報を含む。情報サーバ3は駐車場が管理するものであってもよい。
図4Bには、制御対象となる車両自体によって死角が生じる場合の例を示す。制御装置10は、操作者Mが観察位置VPから観察したときに、他の物体に遮られることなく視認できると予測できる領域を第1領域VAとして算出する。図4Bの例においては、予測された駐車経路上の切り返し位置における車両V2が操作者Mの視野を遮る。制御装置10は、操作者Mが観察位置VPから観察したときに、車両V2に隠れて視認できないと予測される領域を第2領域BAとして算出する。第2領域BAの算出において用いられる車両の高さ、大きさなどの車両情報は、予め制御装置10が記憶する。車両情報は、車両固有の情報であってもよいし、車種などに応じて定義された情報であってもよい。
図4Cに示すように、操作端末5の通信装置51,アンテナ511と駐車制御装置100の通信装置21,アンテナ211との受信電波の強度、反射波の発生、干渉、マルチパスの発生などに基づいて、駐車場の壁の位置又は空間の形状から凹部の存在を判定して、その判定結果に基づいて死角の存在を判断してもよい。
図2は、本実施形態に係る駐車制御システム1000が実行する駐車制御処理の制御手順を示すフローチャートである。駐車制御処理の開始のトリガは、特に限定されず、駐車制御装置100の起動スイッチが操作されたことをトリガとしてもよい。
本実施形態において駐車経路が算出可能であるとは、障害物(駐車車両を含む)と干渉することなく、現在位置から目標駐車スペースに至る経路の軌跡を路面座標に描けることである。
制御装置10は、車両Vと障害物との接近度に基づいて駐車経路を算出する。車両Vと障害物との接近度とは、駐車経路を算出する際に許容される、車両Vと障害物との接近の程度を示す指標である。
「接近度が高い」とは、車両と障害物とが接近していることを示す。「接近度が低い」とは、車両と障害物とが離隔していることを示す。
接近度は、障害物に対して車両Vが接近する余裕距離、障害物から切り返しポイントまでの切り返し距離、障害物から駐車経路までの離隔距離とすることができる。
図7Aには駐車のために移動する車両V1,V2,VPの位置を示す。同図に示す状況では、操作者Mの位置に基づく操作者の観察位置から車両が駐車されるまで駐車経路上で障害物に接近する状況が視認できる。同図に示す状況では、障害物としての壁Wによる死角は形成されない。操作者Mの観察位置と壁Wとの間は観察可能な第1領域VAである。なお、図7Aは、車両Vによる死角を第2領域として設定していない例である。操作者Mが車両Vによる死角を推定できる状況では、このように、車両Vによる死角を第2領域として設定してしなくてもよい。
図7Bには駐車のために移動する車両V1,V2,VPの位置を示す。同図に示す状況では、操作端末5の位置に基づく操作者Mの観察位置から見ると、切り返し位置の車両V2の右側前方部分が壁Wによって形成された第2領域BAに属する。制御装置10は、車両V2と壁Wとの距離が最も短くなる右側前方部分における第2接近度を設定する。第2接近度は車両Vの部位ごとに設定してもよいし、車両全体に適用される値として設定してもよい。制御装置10は、第2接近度として第2余裕距離R2を図7Aに示す第1余裕距離R1よりも長い値にする(第2余裕距離R2>第1余裕距離R1)。これによって、第1領域VAにおける車両Vの障害物に対する第1接近度を、第2領域BAにおける車両Vの障害物に対する第2接近度よりも高く設定することができる。
操作者が観察可能な第1領域においては、車両と障害物とを第2領域よりも接近させて移動させるので、障害物が存在する場合であっても、障害物が存在したとしても駐車制御の継続が可能となる。状況によっては、車両と障害物が接近することを許容するので、障害物が存在することを理由に一律に駐車制御処理が中断されることがない。車両と障害物とのクリアランス(余裕距離)は、一般に、安全を考慮して設定される。クリアランス(余裕距離)が大きい値であるほど安全は担保できるが、駐車制御処理が中断される可能性や頻度が高くなり、操作者の操作や指示が追加して必要となるため、快適さや使いやすさが犠牲となる。本実施形態の駐車制御方法によれば、第1領域において適用される第1接近度を第2領域において適用される第2接近度よりも相対的に高い値に変更するので、駐車制御処理が続行される場面を増やして、快適さや使いやすさと安全性とを両立させることができる。
図5のステップ108において、制御装置10は、駐車経路RTを車両に移動させる制御命令を生成する。制御命令生成のサブルーチンを説明する。制御命令は、障害物に接近する際の減速開始タイミング、減速完了距離、減速度、及び目標速度のうちの何れか一つ以上を含む。
図8のステップ140において第1領域の存在を確認し、ステップ141で第2領域の存在を確認する。ステップ142で制御装置10は、車両の減速を開始する減速開始タイミングを含む制御命令を生成する。減速開始タイミングは、接近度の一態様である。障害物に接近する際に行われる減速を開始する減速開始タイミングを遅くするということは、障害物に近づいてから減速を開始することになる。減速開始タイミングを遅くすることは、接近度を高くすることになる。他方、減速開始タイミングを早くすることは接近度を低くすることになる。
図9A、図9Bは、第1領域VAと第2領域BAを通過する駐車経路RTを示す。図9Aは、切り返し位置における車両V2の前方に障害物OB2が存在する状態を示す。障害物OB2は、第2領域VAに属する。図9Bは、切り返し位置における車両V2の前方であって、第1領域VAに属する障害物OB1が存在する状態を示す。
ステップ142において、制御装置10は、第1減速開始タイミングT1又は第2減速開始タイミングT2を設定する。第1減速開始タイミングT1は、障害物に接近する際に減速を開始するタイミングであり、第2減速開始タイミングT2は、障害物に接近する際に減速を開始するタイミングである。制御装置10は、第1減速開始タイミングT1が第2減速開始タイミングT2よりも遅いタイミングとなるように制御命令を算出する。図9Cには、障害物OB2が存在する場合の第2減速開始タイミングT2を示す。図9Dには、障害物OB1が存在する場合の第1減速開始タイミングT1を示す。第1減速開始タイミングT1は、第2減速開始タイミングT2よりも遅いタイミングである。第1減速開始タイミングT1における車両Vの位置と障害物OB1との距離は、第2減速開始タイミングT2における車両Vの位置と障害物OB2との距離よりも短い。制御装置10は、算出した制御命令に従って、駐車経路を車両に移動させる。第1減速開始タイミングを第2減速開始タイミングよりも遅くすることにより、第1領域の通過時間を短縮できる。その結果、駐車開始から駐車完了までに要する時間を短くすることができる。なお、第1領域のみが検出された場合には、第1減速タイミングT1を含む駐車制御処理の制御命令を生成する。
また、減速開始タイミングは、車両と障害物の接近速度に応じた時間により表現することができる。接近速度に応じた時間は、衝突までの時間であるTTC:Time-To-Collisionとして算出する。第1減速開始タイミングを第1TTCとして設定し、第2減速タイミングを第2TTCとして設定する。車両Vは障害物に対して、設定された第1TTC又は第2TTCよりも、算出されたTTCが短くなったタイミングで減速を開始する。第1TTCを第2TTCよりも短く設定することで、第1領域では、第2領域と比べて、障害物に接近する際に行われる減速を開始する減速開始タイミングが遅くなり、障害物に近づいてから減速を開始することになる。減速開始タイミングを遅くすることは、接近度を高くすることになる。他方、減速開始タイミングを早くすることは接近度を低くすることになる。
図10のステップ150において第1領域の存在を確認し、ステップ151で第2領域の存在を確認する。制御装置10は、車両の減速度を含む制御命令を生成する。減速度は、接近度の一態様である。障害物に接近する際に行われる減速度が高いということは、障害物に接近する度合いである接近度が高いということである。他方、減速度が低いことは障害物に接近する度合いである接近度を低いということである。
図11A,図11Bは第1領域VAと第2領域BAを通過する駐車経路RTを示す。図11Aは、切り返し位置における車両V2の前方に障害物OB2が存在する状態を示す。障害物OB2は、第2領域VAに属する。図11Bは、切り返し位置における車両V2の前方であって、第1領域VAに属する障害物OB1が存在する状態を示す。
ステップ152において、制御装置10は、第1減速度S1と第2減速度S2を設定する。第1減速度S1は障害物に接近する際の減速度であり、第2減速度S2は障害物に接近する際の減速度である。減速度は、減速時の速度又は減速時の加速度を含む。制御装置10は、第1減速度S1が第2減速度S2よりも高い値となるように制御命令を算出する。図11Aの状況においては、第2減速度S2(<S1)が設定された制御命令が生成され、図11Bの状況においては、第1減速度S1(>S2)が設定された制御命令が生成される。先述した図9Eに、第1減速度m1と第2減速度m2を示す。図9Eは、制御指令における速度の経時的変化を示し、第1領域を走行するときの制御指令を実線で示し、第2領域(死角)を走行するときの制御指令を破線で示す。同図に示すように、第1領域における第1減速度m1は、第2領域における第2減速度m2よりも大きい。
制御装置10は、算出した制御命令に従って、駐車経路を車両に移動させる。第1減速度を第2減速度よりも高くすることにより、第1領域の通過時間を短縮できる。その結果、駐車開始から駐車完了までに要する時間を短くすることができる。なお、第1領域のみが検出された場合には、第1減速度S1を含む駐車制御処理の制御命令を生成する。
制御装置10は、車両の駐車経路RTの少なくとも一部において、車両Vの少なくとも一部が第1領域VAに存在するように駐車経路RTを算出する。制御装置10は、車両Vが駐車経路RTを移動している間の少なくとも一時的に、観察位置から車両Vの一部が見えるように駐車経路RTを算出する。これにより、駐車制御処理中に操作者が車両Vの存在及び位置を確認することができる。駐車制御処理中に操作者が車両Vの存在及び位置を確認できない駐車経路RTが算出されることがない。
なお、駐車経路RTの全長に対して、車両Vの少なくとも一部が第1領域VAに存在する経路の長さが、所定の割合であるように駐車経路RTを算出するようにしてもよい。所定の割合は高い(1に近い)ほうが好ましいが、駐車経路RTが算出できる可能性とのバランスを考慮して設定する。例えば、切り返し回数が増加しない範囲で算出可能な駐車経路RTのうち、最も割合が高い駐車経路を選択するようにしてもよい。
図12のステップ190において、制御装置10は、仮に算出した駐車経路RTの少なくとも一部が第2領域BAに含まれているか否かを判断する。図13Aは、仮に算出した駐車経路RT1の全部が第2領域BAに含まれている場合の例を示す。駐車経路RT1の一部が第2領域BAに属している場合であってもよい。ステップ191において、駐車経路RT1の少なくとも一部において、車両Vの一部が第1領域VAに存在するように駐車経路RTを補正案として算出する。新たな駐車経路が採用可能な場合にはステップ192において、駐車経路を更新する。図13Bに示す例では、移動中の車両V12の左側のフロント部V121が第1領域VAに属する補正案としての駐車経路RT2を新たに算出する。この駐車経路RT2では切り返し位置における車両V2の左側のリア部V21が第1領域VAに属する。補正案の駐車経路RT2が、障害物(駐車車両を含む)と干渉することなく駐車目標位置VPまで生成できた場合には、仮に算出された駐車経路RT1に代えて、駐車経路RT2が採用される。
駐車経路RTの少なくとも一部が第2領域BAに属する場合に、駐車経路RTを補正するので、操作者が観察しやすい駐車経路RTで駐車制御処理を実行できる。リモート操作で駐車する際に、操作者が車両Vの位置や動きを確認しやすい。
図14のステップ201において、制御装置10は、駐車経路RTに含まれる切り返し位置において、車両Vが第2領域内であるか否かを判断する。切り返し位置は、車両Vが最も操作者から離隔し、観察しにくい位置である可能性が高い。切り返し位置では方向転換が行われるので、操作者は最も注意を払う傾向がある。
制御装置10は、切り返し位置において、操作者が車両Vを観察しやすい駐車経路RTを算出する。ステップ202において、制御装置10は、切り返し位置において、車両の少なくとも一部が第1領域VAに存在するように、切り返し位置を設定する。ステップ203において、その切り返し位置を含む経路を算出する。
図15Aに示す例では、切り返し位置における車両V2のほとんどが第2領域BAに含まれている。このような場合であっても車両Vの少なくとも一部である左側リア部V21が第1領域VAに属するような駐車経路RTを算出する。車両Vの少なくとも一部が観察可能な第1領域VAに存在することによって、操作者は、車両Vの位置を予測しながら駐車操作をすることができる。車両Vが全く見えない場合には、車両Vの位置を予測することすらできないため、駐車操作の継続が困難になるが、本手法によれば駐車操作が実行できる可能性を確保できる。
もちろん、図15Bに示すように、車両の全部が第1領域VAに属するように、つまり、車両Vの一部が第2領域BAに含まれないように駐車経路RTを算出してもよい。
車両Vと障害物とが接近する場合には、第1領域VA内に車両Vの一部が存在するように駐車経路RT(駐車時における占有領域)を設定することにより、車両Vの位置を観察可能とすることで、車両Vと障害物が接近することを許容することができる。障害物との接近を理由に駐車経路RTが算出不能となることを抑制し、車両Vの駐車制御処理が実行される可能性を向上させる。
図16に示すように、ステップ301において、駐車経路が第2領域BAに属すると判断された場合には、ステップ302に進み、駐車経路を第1領域VA内に設定できるか否かをさらに判断する。駐車経路の全部を第1領域VAに設定できるのであれば、ステップ303において駐車経路を算出する。駐車経路の一部が第2領域BAに属してしまう場合には、第2領域に属する駐車経路の目標速度を相対的に低く変更する。
図17に示すように、駐車経路の一部が第2領域BAに属し、他の一部が第1領域VAに属する場合には、第2領域BAに属する駐車経路RT2(実線で示す)を走行する際の車両Vの目標速度は、第1領域VAに属する駐車経路RT1(破線で示す)を走行する際の車両Vの目標速度よりも低い。視認により観察できない第2領域BAにおいては、車両Vの速度を低下させるので、操作者は車両Vの動きを注意深く観察できる。
図18に示すように、ステップ401において、観察位置を基準とした車両Vの方向と、駐車経路RTの少なくとも一部の方向との角度が所定角度未満であるか否かを判断する。そうであればステップ402に進み、切り返し位置TPを変更できるか否かを判断する。切り返し位置を変更できる場合には、ステップ403に進み、変更後の切り返し位置に基づく駐車経路を算出する。他の障害物に干渉するなどの理由により、切り返し位置の変更ができない場合には、ステップ404に進み、観察位置(操作者M又は操作端末5)と車両Vとを結ぶ方向と所定角度未満の駐車経路の目標速度を低くする。
図19Aは観察位置を基準とした車両Vの方向と、駐車経路RTの少なくとも一部の方向との角度が所定角度未満である場合を示す。図19Aに示すように、このような場合は、制御対象となる車両Vにより第2領域BA(死角)が形成される。制御装置10は切り返し位置TP1を、進行方向の下流側、図中では壁Wにより形成される凹部の奥側の切り返し位置TP2にシフトする。このようにすることで駐車経路RTの角度を変更することができる。図19Bに示す観察位置を基準とした車両Vの方向と、駐車経路RT2の方向との角度は、図19Aのそれよりも相対的に大きいので、車両Vにより第2領域BAが生じる時間は短くなり、第2領域BAの面積も小さくなる。
切り返し位置を変更することにより、車両Vの移動方向と、操作者の視線方向とをずらすことができるので、制御対象となる車両Vによって第2領域BAが生じることを防止できる。
図20に示すように、ステップ501において、観察位置を基準とした車両Vの方向と、駐車経路RTの少なくとも一部の方向との角度が所定角度未満であるか否かを判断する。そうであればステップ502に進み、駐車経路RTの方向を変更できるか否かを判断する。駐車経路RTの方向を変更できる場合には、ステップ503に進み、変更後の角度・曲率に基づく駐車経路RTを算出する。新たな駐車経路RTが算出された場合でも、観察位置を基準とした車両Vの方向と、駐車経路RTの少なくとも一部の方向との角度が所定角度未満である部分が残ることがある。その場合は、ステップ504に進み、操作者Mと車両Vとを結ぶ方向と所定角度未満の駐車経路の目標速度を低くする。また、ステップ502において、他の障害物に干渉するなどの理由により、駐車経路の角度・曲率の変更ができない場合には、ステップ504に進み、操作者Mと車両Vとを結ぶ方向と所定角度未満の駐車経路の目標速度を低くする。
駐車経路RTの角度・曲率を変更することにより、車両Vの移動方向と、操作者の視線方向とをずらすことができるので、制御対象となる車両Vによって第2領域BAが生じることを防止できる。
また、図20のステップ504では、観察位置と車両Vとを結ぶ方向と所定角度未満の駐車経路RTの目標速度を低くする。これにより、車両Vによって生成される第2領域に含まれる駐車経路RTの目標速度を低くできる。図21Cに示すように、第2領域BAに含まれる駐車経路RT3の目標速度を低くできる。もちろん、駐車経路RTを更新できなかった場合(ステップ502でNo)の場合にも同様の処理がなされる。視認により観察できない第2領域BAにおいては、車両Vの速度を低下させるので、操作者は車両Vの動きを注意深く観察できる。
操作者Mの位置を移動させるために、新たな第2操作位置を示すことにより、操作者Mに移動を促す。または、操作端末5を介して操作者Mに観察位置を変更する命令を与えても良い。
図22のステップ601において、制御装置10は、第1観察位置において算出された第2領域の面積が第2観察位置において算出された第2領域の面積よりも大きい場合には、ステップ602に進み、観察位置を変更する。図23Aに示す第1観察位置51に基づいて算出される、操作者Mから障害物(壁W)によって視認できない第2領域BAの面積よりも、図23Bに示す第2観察位置51´に基づいて算出される、操作者Mから障害物(壁W)によって視認できない第2領域BA´の面積のほうが小さい。このような場合には、観察位置の基準となる操作者Mの位置を変更させる。操作端末5は操作者Mに携帯されるので、操作端末5を介して操作者Mに移動を要請する情報を提供する。例えば、図23Cに示すように、新たな第2操作位置を示すことにより、操作者Mに移動を促す。これにより、観察不能な第2領域を小さくすることができ、操作者Mが把握しやすい駐車経路により車両Vを駐車させることができる。
本実施形態では、操作者の観察位置から観察可能な第1領域における第1接近度を、操作者の観察位置から観察不能な第2領域における第2接近度よりも高く設定する。操作者Mが観察可能である領域内においては、観察不能である領域内よりも車両と障害物が接近することを許容する。これにより、操作者Mの観察状況に応じて車両と障害物との接近度を調整することができる。
操作者が観察可能な第1領域においては、車両と障害物とを第2領域よりも接近させて移動させるので、障害物が存在する場合であっても、障害物が存在したとしても駐車制御の継続が可能となる。状況によっては、車両と障害物が接近することを許容するので、障害物が存在することを理由に一律に駐車制御処理が中断されることがない。本駐車制御方法によれば、第1領域において適用される第1接近度を、第2領域において適用される第2接近度よりも相対的に高い値に変更するので、駐車制御処理が続行される場面を増やして、快適さや使いやすさと安全性とを両立させることができる。
駐車経路を算出する際には、駐車経路上の各地点が障害物RTから所定距離だけ離れていることが条件となる。駐車経路が第1領域内に存在する場合の第1離隔距離は、駐車経路が第2領域内に存在する場合の第2離隔距離よりも短く設定される。これにより、第1領域VA内では第2領域BAよりも、駐車経路と障害物とが接近することを許容して、駐車制御処理を続行させることができる。
100…駐車制御装置
10…制御装置
11…CPU
12…ROM
13…RAM
132…記憶装置
133…地図情報
134…駐車場情報
135…障害物情報
20…入力装置
21…通信装置
211…アンテナ
30…出力装置
31…ディスプレイ
1a~1d…カメラ
2…測距装置
3…情報サーバ
31…通信装置
32…記憶装置
33…地図情報
34…駐車場情報
35…障害物情報
5…操作端末
51…通信装置
511…アンテナ
52…入力装置
53…ディスプレイ
200…車載装置
40…駆動システム
50…操舵角センサ
60…車速センサ
70…車両コントローラ
V…車両
VA…第1領域
BA…第2領域
Claims (18)
- 車両の外の操作者から取得した操作指令に基づいて前記車両を駐車させる駐車制御方法であって、
前記操作者の位置を検出し、
前記車両の周囲に存在する障害物の位置を検出し、
前記障害物の位置と前記操作者の位置との位置関係に基づいて、前記操作者から観察可能な第1領域と、前記第1領域以外の領域であって前記操作者から観察不能な第2領域とを算出し、
前記第1領域における前記車両の前記障害物に対する第1接近度が、前記第2領域における前記車両の前記障害物に対する第2接近度よりも高くなるように、駐車経路および前記駐車経路を移動させる制御命令を算出し、
前記制御命令に従って、前記車両を駐車させる駐車制御方法。 - 前記第1接近度は、前記障害物に対して前記車両が接近する第1余裕距離であり、
前記第2接近度は、前記障害物に対して前記車両が接近する第2余裕距離であり、
前記第1余裕距離は前記第2余裕距離よりも短くなるように前記駐車経路を算出する請求項1に記載の駐車制御方法。 - 算出される前記駐車経路は切り返し位置を含み、
前記第1接近度は、前記第1領域に属する第1切り返し位置と前記障害物との第1切り返し距離であり、
前記第2接近度は、前記第2領域に属する第2切り返し位置と前記障害物との第2切り返し距離であり、
前記第1切り返し距離は前記第2切り返し距離よりも短くなるように前記駐車経路を算出する請求項1又は2に記載の駐車制御方法。 - 前記第1接近度は、前記障害物から前記駐車経路までの第1離隔距離であり、
前記第2接近度は、前記障害物から前記駐車経路までの第2離隔距離であり、
前記第1離隔距離が前記第2離隔距離よりも短くなるように前記駐車経路を算出する請求項1~3の何れか一項に記載の駐車制御方法。 - 前記制御命令は減速制御を開始する減速開始タイミングを含み、
前記第1接近度は、前記障害物に接近する際に減速を開始する第1減速開始タイミングであり、
前記第2接近度は、前記障害物に接近する際に減速を開始する第2減速開始タイミングであり、
前記第1減速開始タイミングは前記第2減速開始タイミングよりも遅いタイミングとなるように前記制御命令を生成する請求項1~4の何れか一項に記載の駐車制御方法。 - 前記制御命令は減速制御を完了する減速完了ポイントと前記障害物の間の減速完了距離を含み、
前記第1接近度は、前記障害物から前記第1領域内の第1減速完了ポイントまでの第1減速完了距離であり、
前記第2接近度は、前記障害物から前記第2領域内の第2減速完了ポイントまでの第2減速完了距離であり、
前記第1減速完了距離は前記第2減速完了距離よりも短くなるように前記制御命令を生成する請求項1~5の何れか一項に記載の駐車制御方法。 - 前記制御命令は減速度を含み、
前記第1接近度は、前記障害物に接近する際の第1減速度であり、
前記第2接近度は、前記障害物に接近する際の第2減速度であり、
前記第1減速度は、前記第2減速度よりも高くなるように前記制御命令を生成する請求項1~6の何れか一項に記載の駐車制御方法。 - 前記制御命令は、前記操作者に対する前記車両の相対速度制限値を含み、
前記相対速度制限値は、前記第1領域に属する前記車両と前記操作者との第1相対速度制限値を含み、
前記相対速度制限値は、前記第2領域に属する前記車両と前記操作者との第2相対速度制限値を含み、
前記第1相対速度制限値は前記第2相対速度制限値よりも高い前記制御命令を生成する請求項1~7の何れか一項に記載の駐車制御方法。 - 前記車両の前記駐車経路の少なくとも一部において、前記車両の少なくとも一部が前記第1領域に存在するように前記駐車経路を算出する請求項1~8の何れか一項に記載の駐車制御方法。
- 前記駐車経路に含まれる切り返し位置において、前記車両の少なくとも一部が前記第1領域に存在するように前記駐車経路を算出する請求項9に記載の駐車制御方法。
- 前記車両の特定部位が前記第1領域に存在するように前記駐車経路を算出する請求項9又は10に記載の駐車制御方法。
- 前記特定部位は、前記車両の駐車態様に応じて予め設定される請求項11に記載の駐車制御方法。
- 前記車両と前記障害物との距離が所定値未満である場合に、前記車両の少なくとも一部が前記第1領域に存在するように前記駐車経路を算出する請求項9~12の何れか一項に記載の駐車制御方法。
- 前記操作者の位置を基準とした前記車両の方向と、前記駐車経路の少なくとも一部の方向との角度が所定角度未満である場合には、前記駐車経路を変更する請求項9~13の何れか一項に記載の駐車制御方法。
- 前記第1領域以外の領域であって、前記操作者のから観察不能な前記第2領域を算出し、
前記車両の前記駐車経路の少なくとも一部が前記第2領域に属する場合に、前記車両の少なくとも一部が前記第1領域に存在するように前記駐車経路を算出する請求項9~14の何れか一項に記載の駐車制御方法。 - 前記第2領域に属する前記駐車経路における第2目標速度は、前記第1領域に属する前記駐車経路における第1目標速度よりも低く設定される請求項15に記載の駐車制御方法。
- 前記操作者の位置に基づいて設定された第1観察位置から観察不能な前記第2領域の面積よりも、前記第1観察位置とは異なる第2観察位置から観察不能な前記第2領域の面積が小さい場合には、前記第2観察位置を前記操作者が所持する操作端末に送出する請求項15又は16に記載の駐車制御方法。
- 車両の外の操作者から取得した操作指令に基づいて前記車両を駐車させる制御命令を実行させる制御装置を備える駐車制御装置であって、
前記制御装置は、
前記操作者の位置を検出し、
前記車両の周囲に存在する障害物の位置を検出し、
前記障害物の位置と前記操作者の位置との位置関係に基づいて、前記操作者から観察可能な第1領域と、前記第1領域以外の領域であって、前記操作者から観察不能な第2領域と算出し、
前記第1領域における前記車両の前記障害物に対する第1接近度が、前記第2領域における前記車両の前記障害物に対する第2接近度よりも高くなるように、駐車経路及び前記駐車経路を移動させる制御命令を算出し、
前記制御命令に従って、前記車両を駐車させる駐車制御装置。
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